Methods and apparatus for a suspension system

ABSTRACT

Various embodiments of the present technology may comprise a method and apparatus for a space-saving suspension system. In various embodiments, the apparatus may comprise a fine suspension device, a coarse suspension device, and a mechanical assembly. In various embodiments, the fine suspension device is arranged at an angle greater than zero degrees from the z-axis. In various embodiments, the mechanical assembly is coupled to the fine suspension device and a payload, such that when a force is exerted on the mechanical assembly by the payload, an applied force is transmitted to the fine suspension device.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.15/342,354, filed Nov. 3, 2016, which is a continuation-in-part of U.S.patent application Ser. No. 13/907,945 filed Jun. 2, 2013, which is acontinuation-in-part of U.S. patent application Ser. No. 13/854,102,filed Mar. 31, 2013, which is a continuation of U.S. patent applicationSer. No. 11/609,833, filed Dec. 12, 2006, which is acontinuation-in-part of U.S. patent application Ser. No. 11/278,642,filed Apr. 4, 2006, which claims the benefit of U.S. Provisional PatentApplication No. 60/669,225, filed Apr. 6, 2005, the contents of whichare incorporated herein by reference in their entirety. U.S. patentapplication Ser. No. 13/907,945 filed Jun. 2, 2013, is also acontinuation-in-part of U.S. patent application Ser. No. 13/849,513,filed Mar. 24, 2013, which is a continuation of application Ser. No.12/620,510, filed Nov. 17, 2009, which is a continuation-in-part ofapplication Ser. No. 11/608,386, filed Dec. 8, 2006, which is acontinuation-in-part of application Ser. No. 11/317,414, filed Dec. 22,2005, the contents of which are incorporated herein by reference intheir entirety.

BACKGROUND OF THE TECHNOLOGY

Since the advent of the wheel, mobility has permeated most aspects oflife. From the animal drawn buggies and carts of yesteryear, to today'smost sophisticated transportation vehicles, literally hundreds ofmillions of people have come to depend on mobility in their everydaylives. Mobility provides faster, more efficient modes of operation, thuscreating more productive work-related activities and more enjoyablerecreational activities.

While the wheel remains one of the most widely used mechanisms tofacilitate today's transportation, other transportation mechanisms, suchas aerodynamic lift and jet propulsion, have also emerged. Generallyspeaking, all modes of transportation are derived from a need totransport a payload from one point to another.

In most instances, it is advantageous to reduce the amount of kineticenergy that is transferred to the payload, no matter what the payloadmay be. Substantial elimination of the transfer of road vibration topassengers in a motor vehicle, for example, may serve to minimizediscomfort and/or injury, such as back pain, that may be caused by theroad vibration. Furthermore, such a reduction may serve to increase thepassengers' endurance during long road trips, while preserving energyonce the destination has been reached.

Reduction in the amount of kinetic energy that is transferred to thevibration sensitive payloads during transport remains a high prioritydesign criterion for virtually every mode of transportation. Currentkinetic energy absorption solutions, however, tend to be largelyineffective, due in part to the inadequate level of shock absorptionprovided. Other kinetic energy absorption solutions may only offer astatic level of kinetic energy absorption and are, therefore, incapableof providing shock absorption with respect to a changing environment.

In a mobile environment, however, a substantial portion of theacceleration forces exerted on the payload are time-varying accelerationforces, which render static kinetic energy absorption solutions largelyineffective. Efforts continue, therefore, to enhance shock absorptionperformance for virtually any payload and for virtually any type ofmobile environment.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete understanding of the present technology may be derivedby referring to the detailed description when considered in connectionwith the following illustrative figures. In the following figures, likereference numbers refer to similar elements and steps throughout thefigures.

FIG. 1 representatively illustrates a functional block diagram of asuspension system in accordance with an exemplary embodiment of thepresent technology;

FIG. 2 representatively illustrates a schematic diagram of a suspensionmodule in accordance with an exemplary embodiment of the presenttechnology;

FIG. 3 representatively illustrates a suspension system in accordancewith an exemplary embodiment of the present technology;

FIG. 4 representatively illustrates a suspension system in accordancewith an exemplary embodiment of the present technology;

FIG. 5 representatively illustrates an application of a suspensionsystem in accordance with an exemplary embodiment of the presenttechnology;

FIG. 6 representatively illustrates an application of a suspensionsystem in accordance with an exemplary embodiment of the presenttechnology;

FIG. 7 representatively illustrates components of a suspension system inaccordance with an exemplary embodiment of the present technology;

FIG. 8 representatively illustrates components of a suspension system inaccordance with an exemplary embodiment of the present technology;

FIG. 9 representatively illustrates an application of a suspensionsystem in accordance with an exemplary embodiment of the presenttechnology;

FIG. 10 representatively illustrates an application of a suspensionsystem in accordance with an exemplary embodiment of the presenttechnology;

FIG. 11 representatively illustrates an application of a suspensionsystem in accordance with an exemplary embodiment of the presenttechnology;

FIG. 12 representatively illustrates a perspective view of aspace-saving suspension system in accordance with an exemplaryembodiment of the present technology;

FIG. 13 representatively illustrates a side view of a space-savingsuspension system in accordance with an exemplary embodiment of thepresent technology;

FIG. 14 representatively illustrates a side view of a space-savingsuspension system in accordance with an exemplary embodiment of thepresent technology; and

FIG. 15 representatively illustrates a side view of a space-savingsuspension system in accordance with an exemplary embodiment of thepresent technology.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

The present technology may be described in terms of functional blockcomponents and various processing steps. Such functional blocks may berealized by any number of components configured to perform the specifiedfunctions and achieve the various results. For example, the presenttechnology may employ various electrical components, suspension devices,suspension platforms, couplings, assemblies, lever mechanisms, dampers,and the like, which may carry out a variety of functions. In addition,the present technology may be practiced in conjunction with any numberof suspension systems where shock absorption is desired, such asautomotive systems, aviation systems, and the like, and the suspensionsystem described is merely one exemplary application for the technology.

Methods and apparatus for a space-saving suspension system according tovarious aspects of the present technology may operate in conjunctionwith any suitable mobile systems and/or acceleration dampingapplications.

Generally, the various embodiments of the present invention protect apayload in a mobile environment and/or a carrier from itsshock/vibration-generating payload. Protection from kinetic energytransfer may be provided to assorted payloads in varying embodiments toprotect the payload from potentially destructive acceleration forces.Protection from kinetic energy transfer may be provided to assortedcarriers in varying embodiments to protect a carrier from potentiallydestructive acceleration forces being generated by a payload. Thepayload may comprise any object coupled to the suspension system whereshock and/or vibration reduction is desired, such as a passenger seat(with or without a passenger), a trailer (with or without cargo), andthe like. According to various embodiments, the suspension system may beimplemented as a single or a multi-axis suspension system.

According to various embodiments, the suspension system may provideweight adaptation, such that a dynamic weight opposition force may beapplied to maintain an equilibrium position of the payload. Thus,regardless of the weight of the payload, the equilibrium position of thepayload may nevertheless be substantially maintained between a range ofavailable positions.

Weight adaptation may also be implemented to control an optimal damperresistance of a damping device. For example, once a static weight of thepayload is known (e.g., measured), a quiescent damper resistance basedupon the static weight of the payload may be implemented. As the forceapplied by the weight of the payload changes e.g., as positive ornegative gravitational forces are exerted on the payload), the quiescentdamper resistance of the damping device may increase or decrease basedupon the changing force of weight being applied by the payload.

According to various embodiments, the suspension system may provideacceleration information, and a damper force may be dynamically adjustedin response to varying acceleration forces that may be imposed upon thepayload. Components associated with the suspension system may includeone or more accelerometers to monitor the acceleration forces. Thesuspension system may further include one or more processing modulesthat may be used to analyze the detected acceleration forces todetermine the proper mode of reactionary control necessary to optimallydampen the detected acceleration forces.

The suspension system may, for example, be encapsulated within a singlesuspension platform, that when combined with a payload platform, maysuspend a payload such that the payload “floats” along a substantiallyvertical axis with respect to a reference position. Alternatively, thesuspension system may encapsulate multiple suspension platforms tosuspend a payload above a reference position with multiple degrees offreedom. For example, multiple suspension platforms may suspend apayload such that the payload “floats” above a reference position andeach suspension platform may operate independently or may beindependently controlled, not only to reduce shock and vibration thatmay be transferred to the payload, but also to control and absorblongitudinal axis variations (e.g., roll variations), lateral axisvariations (e.g., pitch variations) and vertical axis variations (e.g.,yaw variations) that may be acting on the payload.

In an exemplary embodiment, the suspension system may be used to isolatepassengers in a moving vehicle from potentially harmful kinetic energytransfer during vehicular motion. In particular, seats occupied by eachpassenger may be equipped with the suspension system, such that kineticenergy that would otherwise be transferred to the passengers may insteadbe absorbed/damped. Thus, by effectively shock mounting the passengerseats using the suspension system, the passengers may be substantiallyprotected from varying acceleration forces that may be transferred tothem as a result of vehicle movement.

The suspension system, such as a suspension platform, may be adapted foruse with virtually any vehicular application (e.g., car, boat, truck,airplane, all-terrain vehicle, helicopter) in use today. The suspensionplatform may, for example, include pre-drilled mounting hardware thatmay allow the suspension platform to be fitted to a particularapplication. For example, an existing seat in virtually any existingvehicle may be removed from its mounting foundation and/or supportmount, a suspension platform may be installed to the mountingfoundation, and the seat may be mounted directly to the suspensionplatform. In such an embodiment, for example, the suspension platformmay provide pre-drilled mounting configurations that may be compatiblewith both the mounting foundation of the vehicle as well as the mourningconfiguration of the seat.

In an alternative embodiment, the suspension system may be fitted withinthe interior of the seat. In such an embodiment, for example, noadditional height is required to accommodate the suspension system,since the suspension system may fit substantially within the existingheight profile of the seat.

In yet another embodiment, the suspension system may be fitted between apassenger compartment (e.g., a passenger cab of a semi-tractor truck)and the frame of a vehicle. In such an embodiment, the suspension systemmay absorb/dampen shock and vibration that would otherwise betransferred from the frame of the vehicle to the passenger compartmentthat is mounted to the frame of the vehicle. In addition, the suspensionsystem may be fitted within each seat of the passenger platform tofurther reduce shock and vibration that may otherwise be transferred tothe occupants of the vehicle.

In yet another embodiment, the suspension system may be fitted to atrailer, such that the suspension system may exist between the payload(e.g., the trailer) and the frame upon which the payload is mounted. Insuch an embodiment, the suspension system may provide suspension controlsubstantially along a vertical axis, or may provide multi-axis control,such that the payload may be manipulated in multiple dimensions.Accordingly, not only may shock and vibration be absorbed/damped, butvarious components of the suspension system may reposition one or moreportions of the payload so as to alter a center of gravity (CG) of thetrailer. In so doing, for example, stability may be added (e.g., areduction in the tendency of the trailer to jackknife or tip over may berealized). Such a suspension system may also be useful to redistributethe weight associated with a payload within airborne vehicles, so thatcontrol (e.g., adaptive control) of the CG of the aircraft may beadapted for safer flight (e.g., a CG of the aircraft may be repositionedtoward the front of the aircraft and away from the rear of the aircraftto help prevent an unrecoverable stall configuration).

In other embodiments, the suspension system may reduce shock/vibrationthat may otherwise be transferred to the mounting foundation, supportmount, carrier, or vehicle (i.e., a first element) by itsshock/vibration producing payload. For example, a suspension system maybe installed between a firing weapon (e.g., a submachine gun, a machinegun, cannon or other ammunition delivery system) and an associatedmounting foundation. Accordingly, for example, forces exerted by theweapon onto the mounting foundation (e.g., a helicopter may beabsorbed/damped to reduce the forces that may otherwise be exerted ontothe mounting foundation. In such an instance, an increase in thestability of the helicopter or reduction of vibration effects may berealized while the weapon is being fired. Suspension components may alsobe used to absorb/dampen recoil from the weapon, so as to providegreater control and accuracy to the operator of the weapon.

In each of the embodiments discussed above, various components of thesuspension system may operate as a passive, a semi-active, or an activecomponent. In a first mode of suspension control, coarse suspensioncontrol may be provided to effect a weight-hearing support, for examplesuch that the magnitude of support that is provided may be adapted tothe combined weight of the payload. For example, as a passenger isseated within an automobile seat, the coarse suspension control mayadapt to the weight of the passenger by increasing the amount ofopposing force that is necessary to maintain the position of the seatand the newly seated passenger within a coarse position range.Conversely, as a different passenger is seated on the seat, the coarsesuspension control may adapt by automatically modifying the amount ofopposing force that may be necessary to maintain the position of theseat and the newly seated passenger within the coarse position range.

In a second mode of suspension control, fine suspension control may beprovided through a varying damper force, which may oppose movement andmay seek to maintain a position of the payload within a fine positionrange. In various embodiments, the magnitude of the damper force may beset in response to a feedback control signal from, for example, amicro-electro mechanical system (MEMS) accelerometer measurement device.As such, the damper force may be increased in response to accelerometerfeedback indicating a need for increased damper resistance. Conversely,the damper force may be decreased in response to accelerometer feedbackindicating a need for decreased damper resistance.

The suspension system may utilize the accelerometer feedback to augmentvarious components of the system through the use of processing modulesthat continuously monitor the accelerometer feedback signal. In such aninstance, for example, signal processing may be employed to analyze boththe time domain and frequency domain components of the accelerometerfeedback signal in order to more accurately characterize the nature ofthe acceleration forces in real time. In addition, the suspension systemmay utilize the accelerometer feedback in conjunction with weight ormass information relative to the payload to establish a nominal damperresistance that may respond to the weight or mass of the payload forincreased performance.

In various embodiments, any or all of the suspension components may bepassive, such that they do not require an external power source andrespond only to the motion of the payload and/or mounting foundation. Invarious embodiments, any or all of the suspension components may beactive, such that they apply a force in real time to create a desiredresponse (i.e., energy is added to system). In various embodiments, anyor all of the suspension components may be semi-active, which modifiesdamping in real time, but are only dissipative and do not add energy tothe system.

Referring to FIG. 1, an exemplary suspension system may support a secondelement (e.g., a payload 102), such as animate or inanimate objects,that may be subjected to varying acceleration forces, or excitations, asmay be experienced in a mobile environment, such as in a motor vehicleor airplane. As discussed above, multiple modes of the suspension systemmay be implemented to substantially eliminate kinetic energy transfer tothe payload 102.

In various embodiments, coarse suspension control may be effected toprovide weight support to the payload 102. In particular, a position ofthe payload 102 may be detected by measuring the displacement of thepayload 102 along a directional axis, e.g., in a vertical direction. Ina first embodiment, a position sensor 104 may implement sensors (e.g.,magnetic sensors) that may detect position excursions of the payload 102relative to an equilibrium position of the payload 102.

In response to the detected position excursion, a coarse suspensioncontrol 106, operating on a coarse suspension travel axis, and a coarsesuspension device 108 may combine to return the payload 102 to itsequilibrium position. In a first embodiment, the coarse suspensiondevice 108 may include a coiled energy spring having a variable springconstant k. A deflection below the equilibrium position of the payload102 may be detected by the position sensor 104. As such, coarsesuspension the control 106 may effect an increase in the spring constantk in response to the detected payload position, such that the positionof the payload 102 may return to its equilibrium position due to theincreased spring constant.

In an alternative embodiment, the coarse suspension device 108 may beimplemented as a pneumatically controlled device, such as an airbladder, air piston, or a pneumatically controlled lift. Accordingly,the coarse suspension control 106 may comprise a pneumaticallycontrolled device, such as an air compressor, or another source ofcompressed or contained air, which may either inflate or deflate thecoarse suspension device 108 in response to a position control feedbacksignal emitted by the position sensor 104. In such an instance, weightadaptation may be implemented to maintain the payload 102 within asubstantially fixed position range irrespective of the weight of thepayload 102.

In other embodiments, the coarse suspension device 108 may comprise amechanical spring, a hydraulic device, a magnetic device, an actuator,rack and pinion system, cable and pulleys system, counter-weight systemwith progressive weight adjustment, or any other suspension configuredto provide weight bearing support.

In response to an excursion of the payload 102 below its equilibriumposition, for example, the coarse suspension control 106 may cause acounteracting correction of the coarse suspension device 108. By virtueof the mechanical coupling between the payload 102 and the coarsesuspension device 108, the position of the payload 102 may then beraised. In response to an excursion of the payload 102 above itsequilibrium position, on the other hand, the coarse suspension control106 may cause a counteracting correction of the coarse suspension device108. By virtue of the mechanical coupling between the payload 102 andthe coarse suspension device 108, the position of the payload 102 maythen be lowered.

In various embodiments, fine suspension control may be effected todampen kinetic energy transfer to the payload 102. An accelerometer 110may be implemented to detect, and subsequently provide, an accelerationfeedback control signal that is indicative of the time andfrequency-varying attributes of acceleration excitations being appliedto payload 102. A processor/computer 112 may then continually analyzethe acceleration feedback control signal to determine the nature of theacceleration forces being applied.

For example, the processor/computer 112 may apply a fast Fouriertransform (ITT) to the acceleration feedback control signal to determinethe spectral content of vibration that is generated by the accelerationexcitations. As such, a fine suspension control 114 and a finesuspension device 116 may be adapted through the ITT analysis of theprocessor/computer 112 to provide wide vibration bandwidth isolation tothe payload 102.

Harmonic components of vibration may also be analyzed to determine thetime-varying characteristics of the vibration. In particular, the powerspectra of the vibration may be analyzed using the FFT algorithm todetermine signal strength in designated frequency bands (e.g., FFT bins)of the FFT output. A quantitative relationship between the vibrationamplitude in the time domain and the associated spectral amplitude inthe frequency domain may then be obtained to optimize the kinetic energyabsorption performance of the fine suspension device 116.

For example, if the power spectra of the vibration are confined torelatively few FFT bins, then the acceleration excitation may becharacterized as a steady state excitation having a sinusoidal propertycentered about a substantially constant frequency. As such, the finesuspension device 116 may be optimized to dampen vibration at the steadystate excitation frequency by appropriate control of its damper forcevia the fine suspension control 114.

If the power spectra of the vibration is not confined to a relativelyfew FFT bins, but is rather spread across multiple FFT bins, then theacceleration excitation may instead be characterized as a step change inthe payload 102 displacement, such as may be caused by driving over apothole or speed bump. In such an instance, the damper force of the finesuspension device 116 may be optimized by the fine suspension control114 for optimum damper force at fundamental and harmonic frequencies ofvibration excitation. Once the vibration impulse is dampened, the finesuspension control 114 may return the fine suspension device 116 to amode of operation as may be dictated by the acceleration feedbackcontrol signal.

In addition, the processor/computer 112 may continuously process FFTdata to seek a quiescent mode of operation, such as to facilitateoptimized kinetic energy absorption across a wide bandwidth of vibrationexcitation. For example, averaging of the FFT data may yield anoptimized suspension control signal from the fine suspension control114, such that the damper force of the fine suspension device 116 may bemaintained at a nominal level between the steady state response and thestep change response as discussed above.

Optimized suspension control in one embodiment means, for example, thatthe reaction time of the fine suspension device 116 is minimizedaccording to the mode of operation. In particular, since the finesuspension device 116 may be programmed to exhibit a nominal damperforce, the reaction time to achieve minimum or maximum damper resistanceis essentially cut in half, assuming that the nominal damper forceselected represents an average damper force across the entire dynamicrange of damper force of the fine suspension device 116.

In addition, weight information 118 that is received by theprocessor/computer 112 from a manually programmed signal and/or fromsome other weight sensing device (e.g., an automatic weight sensor) thatis indicative of the weight of the payload 102 may also be used toprogram the nominal damper resistance. In particular, performance of thefine suspension device 116 may be optimized by selecting a nominaldamper resistance that may take into account the weight of the payload102 as indicated by weight information 118. Weight information 118 mayalso be supplied to the coarse suspension control 106, so that anequilibrium position of the payload 102 may be maintained by the coarsesuspension device 108 in response to a signal from the position sensor104 and/or weight information 118.

In one embodiment, the fine suspension device 116 may be implemented asa magnetorheological (MR) device, which may incorporate MR fluid havinga viscosity that may change in the presence of a magnetic field. Assuch, a viscosity change in the MR fluid may be effected by the presenceof a magnetic field to increase/decrease the damper force of the finesuspension device 116.

In particular, the fine suspension control 114 may transmit a pulsewidth modulated (PWM) signal to a conductive coil (not shown) thatsurrounds the MR fluid contained within a housing of the MR device. ThePWM signal parameters, such as duty cycle, may be modified in responseto the analysis performed by the processor/computer 112 to adjust thedamper force of the fine suspension device 116. Thus, the finesuspension control 114 may be defined as semi-active or active, sincethe control signal parameters to the MR device are modified in responseto the analysis performed by the processor/computer 112.

Semi-active or active fine suspension control may be distinguished fromstatic fine suspension control, which may be provided, for example, by arheostat. Rheostats, for example, often employ a control knob, which mayallay parameters of a control signal (e.g., a pulse width of a PWMmodulated signal) that is provided to the MR device to be staticallyprogrammed in response to the knob position. After that, the parametersof the control signal remain static and do not change regardless of theanalysis performed by an accelerometer and/or a processor/computingelement.

Thus, a static fine suspension control system may be fixed in itssettings or only be responsive to a control setting. A semi-active oractive fine suspension control may improve upon statically controlledfine suspension systems in a mobile environment, since accelerationforces may be time varying, thus potentially requiring a dynamicallycontrolled damper resistance. Accordingly, by fitting a static finesuspension control mechanism with the semi-active or active finesuspension control, improvements to the static control system may berealized.

Weight information 118 may, for example, be set via a rheostat toenhance the performance of the fine suspension device 116 and/or thecoarse suspension control 106. In particular, the weight of the payload102 may be reflected via the weight information signal emitted by therheostat, such that the weight information signal emitted by therheostat is related to the weight of the payload 102. Alternatively,weight information 118 may be provided by a weight sensing device thatmay automatically and continuously measure a weight of the payload 102and provide the weight information to the processor/computer 112 and/orthe coarse suspension control 106.

By increasing the duty cycle of the PWM signal in response to a controlsignal, the fine suspension control 114 may impart an increasedmagnitude of time varying current to the coil of an MR device, which inturn may impart an increased magnetic field around the MR fluid of theMR device. In response, the damper forces exerted by the fine suspensiondevice 116 may increase to react to dynamically changing accelerationforces. Conversely, by decreasing the duty cycle of the PWM signal inresponse to the control signal, the fine suspension control 114 mayimpart a decreased magnitude of time varying current to the coil of anMR device, which in turn may impart a decreased magnetic field aroundthe MR fluid of the MR device. In response, the damper forces exerted bythe fine suspension device 116 may decrease in response to the controlsignal.

If weight information 118 is utilized by the processor/computer 112,then the fine suspension control 114 may command the fine suspensiondevice 116 to a nominal damper resistance that may respond to the weightof the payload 102 as indicated by weight information 118. Inparticular, the fine suspension control 114 may set the duty cycle ofthe PWM signal, at least in partial response to weight information 118,to impart a magnitude of time varying current to the coil that may berelated to at least the weight of the payload 102. As such, the nominaldamper resistance of the fine suspension device 116 may be set at leastin partial response to the weight of the payload 102.

Referring to FIG. 2, in an exemplary embodiment, a space-savingsuspension system may be used in suspension systems tailored forapplications where space along a particular axis (e.g., a vertical axis)may be conserved. Components of the suspension system may be arranged ina space-saving configuration to minimize an amount of space that isoccupied between a payload 216 and a support mount 120 (FIG. 12) toprovide a fixed surface and/or attachment point for the space-savingsuspension system, such as a mounting platform, a mounting point, amounting foundation, a mounting frame, and the like.

The payload 216 may comprise a load associated with any number ofsuspension applications, such as a passenger seat of a vehicle, apassenger compartment of a vehicle, a payload of a trailer or container,a mount for equipment, and/or a platform for an equipment operator. Thesuspension system absorbs/damps shock and vibration, for example tominimize shock and vibration transfer to the payload 216.

In various embodiments, the vertical position of the payload 216 may beadjusted through actuation of a coarse suspension device 204. In anexemplary embodiment, the coarse suspension device 204 may comprise apneumatically controlled device, such as an air bladder, air piston, airspring or a pneumatically controlled lift. In alternative embodiments,the coarse suspension device 204 may comprise a mechanical spring, ahydraulic device, a magnetic device, an actuator, a rack and pinionsystem, a cable and pulley system, a counter-weight system withprogressive weight adjustment, or any other suspension system configuredto provide weight bearing support.

The space-saving suspension system may further comprise a finesuspension device 202 to operate in conjunction with the coarsesuspension device 204. In various embodiments, the fine suspensiondevice 202 may provide shock and/or vibration absorption and/or dampingof a force exerted along a directional vector 208 (e.g., along az-axis), and may comprise a damper, such as an MR suspension device, agas filled shock, an air piston damper, a fluid filled damper, a hybridgas and fluid filled damper, an electromagnetic damper, a linearactuator, and the like. In various embodiments, the fine suspensiondevice 202 may comprise a piston 212 to compress gas or fluid containedwithin the fine suspension device 202. In various embodiments, thespace-saving suspension system may comprise a flexible air reservoir(not shown) to store excess air within in the system. For example, theair reservoir may be coupled to the pneumatic device to store excess airfrom the pneumatic device.

The fine suspension device 202 may be mounted in a space-saving fashion(e.g., substantially horizontally as shown) and may operate in aspace-saving fashion (e.g., substantially horizontally as shown), suchthat movement of payload 216 along an axis 208 (i.e., a first axis) mayresult in actuation of the fine suspension device 202 along a finesuspension travel axis. For example by utilizing a mechanical assembly206, the fine suspension device 202 may operate along a different axis210 (i.e., a second axis). In various embodiments, the fine suspensiontravel axis is arranged at an angle greater than zero from the coarsesuspension travel axis.

The coarse suspension device 204 may maintain an equilibrium position ofthe payload 216 such that a position of the piston 212 may besubstantially centered between a minimum and a maximum throw position ofthe piston 212. Accordingly, since the coarse suspension device 204 maysubstantially center the throw of the piston 212, a mechanical assembly206 coupled between the payload 216 and the fine suspension device 202may be optimized throughout the entire movement range of the payload 216so as to substantially avoid the end-stop limits of the piston 212(e.g., the piston 212 may be substantially prevented from reaching itsmaximum or minimum extension limits).

According to various embodiments, the fine suspension device 202 may becoupled to the payload 216 via the mechanical assembly 206. Themechanical assembly 206 may translate forces along one axis along thevertical z-axis) into forces along a different axis, such that the finesuspension device 202 may absorb/dampen the forces while operating alongthe different axis via the mechanical assembly 206. In variousembodiments, the mechanical assembly 206 may transfer applied forcesfrom the support mount 120 and/or the payload 216 to other components ofthe suspension system, such as the fine suspension device 202.Accordingly, for example, a height profile of the suspension system maybe reduced by allowing the fine suspension device 202 to be mounted in aspace-saving fashion (e.g., in a non-vertical orientation) as well asallowing the fine suspension device 202 to operate in a space-savingfashion (e.g., in a non-vertical orientation) during operation.

In various embodiments, the mechanical assembly 206 is provided in aspace-saving fashion. In the present embodiment, the mechanical assembly206 is oriented in a manner that minimizes the amount of vertical spacerequired between the payload 216 and the support mount 120. Otherembodiments may utilize different configurations of the suspensioncomponents, for example to minimize space in non-vertical orientations.In various embodiments the support mount 120 is illustrated as ahorizontal plane support, while in other embodiments the support mount120 may have a non-horizontal orientation and/or may have a non-planarattachment.

In one embodiment, the mechanical assembly 206 may comprise aright-angle gear drive (not shown) to translate movement of the payload216 along the first axis 208 into movement of the piston 212substantially along the second axis 210. In various embodiments, anyangle of rotation may be accommodated by the mechanical assembly 206,such that any movement of the payload 216 along one axis may betranslated into a movement of the piston 212 from 0 degrees to 180degrees with respect to that axis. The angle of rotation may depend onthe location of the mechanical assembly 206, the space for operation,and any other suitable criteria.

In various embodiments, the mechanical assembly 206 may comprise anynumber of levers, linkage points, couplings and configurations of suchcomponents. Various configurations of the mechanical assembly 206 mayoperate to alter resistance forces. For example, the length of a leversand position of a linkage points or other fulcrum may affect the amountof force needed to effect movement of the lever.

The mechanical assembly 206 may provide varying gear ratios that mayaugment operation of the fine suspension device 202. For example, a gearratio of the right-angle gear drive of the mechanical assembly 206 maybe provided such that movement along the first axis 208 may betranslated into a movement of the piston 212 that relates to the gearratio of the right angle gear drive. Accordingly, for example, the throwof the piston 212 along the horizontal axis 210 may be less than, equalto, or greater than the proportionate deflection of the payload 216along the first axis 208 due to the gear ratio as provided by the rightangle gear drive.

In various embodiments, the suspension system may comprise a scissorlinkage (not shown) comprising two pivotally interconnected links. In anexemplary embodiment, the suspension system may comprise two sets ofscissor linkages arranged on opposing sides of the surface mount 120.The scissor linkage is a secondary support that functions as a guide forthe vertical motion of the payload 216 and/or support mount 120. Thescissor linkage may provide some nominal damping effects.

The suspension system may comprise the control unit 214 to controlvarious devices in response to external forces and/or stimuli. In anexemplary embodiment, the control unit 214 may comprise a pneumaticallycontrolled device, such as an air compressor, or another source ofcompressed air, which may either inflate or deflate the coarsesuspension device 204 in response to a position control feedback signalemitted by a position sensor (not shown). In such an instance, weightadaptation may be implemented to maintain the payload 216 within asubstantially fixed position range regardless of the weight of thepayload 216. In various embodiments, a clutch device (not shown) may beactuated by the control unit 214 such that a multitude of gear ratiosmay be selected within the mechanical assembly 206 as may be required bya particular application.

The control unit 214 may further comprise compressors, position sensors,weight information devices and the like, such that the desired positionof the payload 216 may be maintained through appropriate actuation ofthe coarse suspension device 204. In response to an excursion of thepayload 216 below its equilibrium position, for example, the controlunit 214 may cause a counteracting correction of the coarse suspensiondevice 204. By virtue of the mechanical coupling between the payload 216and the coarse suspension device 204, the position of the payload 216may then be raised. In response to an excursion of the payload 216 aboveits equilibrium position, on the other hand, the control unit 214 maycause a counteracting correction of the coarse suspension device 204. Byvirtue of the mechanical coupling between the payload 216 and the coarsesuspension device 204, the position of the payload 216 may then belowered.

In various embodiments, the control unit 214 may comprise aprocessor/computer 112 (FIG. 1) adapted to minimize kinetic energytransferred to payload 216. An accelerometer 110 (FIG. 1) may beimplemented to detect, and subsequently provide, an accelerationfeedback control signal that is indicative of the time andfrequency-varying attributes of acceleration excitations being appliedto payload 216.

The processor/computer 112 may continually analyze the accelerationfeedback control signal to determine the nature of the accelerationforces being applied. The control unit 214 may then provide anappropriate control signal to the fine suspension device 202 in responseto the analysis performed. The control unit 214 may similarly provide anappropriate control signal to the fine suspension device 202 to maintaina nominal magnitude of damper resistance that responds the weight ofpayload 216. Weight information may be provided by the control unit 214via a static control (e.g., a rheostat), or via automatic control (e.g.,a weight sensing device). The control unit 214 may also provide anappropriate control signal to the coarse suspension device 204 to, forexample, center the payload 216 within an optimal throw position of thepiston 212. The control unit 214 may also provide an appropriate controlsignal to the mechanical assembly 206 to change a gear ratio as providedby the mechanical assembly 206.

In operation, referring to FIGS. 2 and 12-15, coarse position controlmay be implemented by the coarse suspension device 204 to maintain anequilibrium position of payload 216 with respect to the support mount120 along the first axis 208. In one embodiment, the coarse suspensiondevice 204 comprises a pneumatic device, comprising a first and secondend, arranged parallel to both the first axis 208 and a z-axis, whereinthe first end is coupled to the support mount 120 and the second end iscoupled to the payload 216. The z-axis may be defined according to aconventional 3-dimensional coordinate system.

The fine suspension device 202 may operate along an axis that isseparated from and/or not parallel to the first axis 208, such as bybeing mounted in a non-vertical orientation. The fine suspension device202 may be coupled to the mechanical assembly 206, wherein the finesuspension device 202 and mechanical assembly 206 are positioned betweenthe payload 216 and the support mount 120 to reduce the verticalrelationship between the payload 216 and the support mount 120.

Actuation of the fine suspension device 202 alters the resistance and/ortravel of the movement of the piston 212 along a range of stroke whosedirection may range between one that is orthogonal to the first axis 208and one that is substantially parallel to the first axis 208. An upwardmovement of the payload 216, for example, may cause the piston 212 toextend. In response, the right-angle gear drive of the mechanicalassembly 206 may rotate, thereby extending the piston 212. However, themovement of the piston 212 is resisted by the damper force exerted bythe associated gas or fluid surrounding the piston 212. As such, anupward movement of the payload 216 is resisted by the piston 212 throughrotational actuation of the mechanical assembly 206.

A downward movement of the payload 216, on the other hand, may cause thepiston 212 to contract. In response, the right-angle gear drive of themechanical assembly 206 may rotate counter-clockwise, therebycontracting the piston 212. However, the movement of the piston 212 isresisted by the damper force exerted by the associated gas or fluidsurrounding the piston 212 as discussed above. As such, a downwardmovement of the payload 216 is resisted by the piston 212 throughrotational actuation of the right-angle gear drive of the mechanicalassembly 206.

In various embodiments, the space-saving suspension system may operateas a passive system. Other embodiments, however, may operate as asemi-active system or active system. Configuration and/or operation as apassive system, semi-active system, or active system may be selectedaccording to any suitable criteria, such as the application of the finesuspension device 202 and/or the type of the coarse suspension device204.

In various embodiments, the mechanical assembly 206 may comprise abearing system 1235 to operate in conjunction with the fine suspensiondevice 202 and coarse suspension device 204. The bearing system 1235 maybe suitably configured to provide mechanical operation and movement ofthe fine suspension device 202 and other components coupled to thebearing system 1235. The bearing system 1235 may comprise a bearing 1205comprising a bearing element (not shown) attached to a bearing housing1240, for example, a pillow block bearing, and a shaft 1210. The bearing1205 and bearing housing 1240 may be suitably configured to bearfriction, for example friction from the shaft 1210. In an exemplaryembodiment, the bearing system 1235 may comprise a first bearing 1205 a,and a second bearing 1205 b, with a first bearing housing 1240 a and asecond bearing housing 1240 b, respectively, supporting the shaft 1210.The shaft 1210 may be coupled between and supported by the bearings 1205a, 1205 b, and may rotate about a common axis A1 in a rotationaldirection R1.

In various embodiments, the mechanical assembly 206 may further comprisea lever arm 1215 to redirect and alter various forces applied to thespace-saving suspension system. For example, referring to FIG. 12, thelever arm 1215 may be fixed to the shaft 1210 of the bearing system 1235to redirect various forces to the bearing system 1235 by effectingmovement of the bearing system 1235. The lever arm 1215 may comprise anupper segment 1230 a and a lower segment 1230 b coupled together with ahinge 1220. The hinge 1220 may provide a movable joint such that thelever arm 125 bends (folds) and straightens at the hinge 1220 withmovement along the first axis 208. The upper segment 1230 a and thelower segment 1230 b together may effect a torque on the bearing system1235. The length of the upper and lower segments 1230 b, 1230 b of thelever arm 1215 may be selected according to a particular application,for example to select a range of travel at the top of the lever arm1215. Referring to FIGS. 13 and 15, the hinge 1220 may allow the leverarm 1215 to bend (fold) from an extended position to a compressedposition.

In the present embodiment, the mechanical assembly may further comprisea lever 1225 to operate in conjunction with the lever arm 1215 and/or toredirect and alter various forces applied to the space-saving suspensionsystem. The lever 1225 may couple the bearing system 1235 to the finesuspension device 202. For example, referring to FIG. 13, the lever 1225may comprise a first end 1300 and a second end 1305. The first end 1300of the lever 1225 may be affixed to the shaft 1210 such that as theshaft 1210 rotates about the common axis A1, and the lever 1225 alsorotates in the same direction. The second end 1305 may couple to thefine suspension device 202.

Various configurations of the mechanical assembly 206 may operate toalter resistance forces. For example, the length of the lower segment1230 b of the lever arm 1215 and the length of the lever 1225 may bevaried and may affect the amount of force applied to the fine suspensiondevice 202. The ratio of the lower segment 1230 b and the length of thelever 1225 may be defined as a lever ratio.

Referring still to FIG. 13, the fine suspension device 202 of thepresent exemplary embodiment may comprise a first end 1315 and a secondend 1320. The first end 1315 of the fine suspension device 202 may bepivotably coupled to the support mount 120, such that the finesuspension device 202 pivots about an axis 1325. The fine suspensiondevice 202 may be coupled to the bearing system 1235 via the lever 1225.In an exemplary embodiment, the second end 1320 of the fine suspensiondevice 202, for example the piston 212, may be coupled to the second end1305 of the lever 1225 via a movable linkage.

The fine suspension device 202 may have an angle of rotation θ, definedby the angle created from a maximum position of the fine suspensiondevice 202 to a minimum position of the fine suspension device 202. Forexample, the maximum position may be defined as a first angle θ1measured from the z-axis. In the present embodiment, the z-axis isperpendicular to the support mount. In the present embodiment, themaximum position is achieved when the suspension system is fullyextended, as illustrated in FIG. 13. The minimum position may be definedas a second angle θ2 measured from the z axis. In this case, the minimumposition is achieved when the suspension system is in a partiallycompressed position, as illustrated in FIG. 14 As such, the angle ofrotation θ is equal to the difference of the first angle θ1 and thesecond angle θ2 (i.e., θ=θ1−θ2).

Referring to FIG. 15, in various embodiments, the support mount 120 andthe payload 216 may be configured with openings 1500 to allow the leverarm 1215 and the fine suspension device 202 to pass through the openings1500 in the fully compressed position.

The various components may be configured to operate in any appropriatedirection. For example, in alternative embodiments, the portions of themechanical assembly 206, such as the bearing system 1235, and finesuspension device 202 may be mounted to an underside of the supportmount 120 or to a second mounting location below the support mount 120,with the lever arm 1215 passing through or above the support mount 120.

Referring to FIGS. 13 through 15, in operation, the space-savingsuspension system may fluctuate between the fully extended position(FIG. 13) and a fully compressed position (FIG. 15). Movement and/orvibrations of the support mount 120 may apply forces along the firstaxis 208 and may result in an upward force F2 (i.e., in the positive zdirection). Simultaneously, a downward force F1 (i.e., in the negative zdirection), may be applied by the payload 216 as a mass and/oracceleration along the first axis 208.

When the suspension system is in the fully extended position and eitherone of the upward force F2 or the downward force F1 is applied, themechanical assembly 206 begins to move toward the compressed position.Specifically, as the upward force F2 is applied, the lever arm 1215begins to bend at the hinge 1220, and at the same time, the lowersegment 1230 b of the lever arm 1215 rotates the shaft 1210 along therotational direction R1 in a clockwise direction. The rotation of theshaft 1210 causes the first and second ends 1300, 1305 of the lever 1225to rotate clockwise. As the lever 1225 rotates clockwise, the piston 212of the fine suspension device 202 is compressed.

Extension of the piston 212 of the fine suspension device 202 occurswith an opposing movement of the mechanical assembly 206. As the piston212 extends, the lever 1225 and shaft 1210 rotate along rotationaldirection R1 in a counter-clockwise direction.

Referring to FIG. 3, in an exemplary embodiment, the suspension systemmay comprise a payload platform 308 and a plurality of movable couplings306, payload (not shown) may be mechanically supported by the payloadplatform 308 and the movable couplings 306 (e.g., one movable couplinglocated at each corner of the payload platform 308) may include linearbearings, such that the payload may be supported by a suspensionplatform 302. The linear bearings of the movable couplings 306 may trackvertically along an outer frame 304 to maintain the payload in alaterally fixed relationship with respect to the outer frame 304. Thelaterally fixed relationship may be maintained while the payload movesalong an axis 310 as shock and vibration forces are absorbed/damped bythe suspension platform 302.

The suspension platform 302 may adjust the vertical position of thepayload (not shown) as supported by the payload platform 308.Accordingly, inflating pneumatically controlled devices of a suspensionplatform 302 (e.g., one or more the coarse suspension devices 204) maycause the payload to track upward along the axis 310, while the lateralrelationship with respect to the outer frame 304 is maintained by themovable couplings 306. Conversely, deflating pneumatically controlleddevices of the suspension platform 302 (e.g., one or more the coarsesuspension devices 204) may cause the payload to track downward alongthe axis 310, and the lateral relationship with respect to the outerframe 304 is maintained by the movable couplings 306.

The suspension system may comprise multiple suspension platforms. Forexample, referring to FIG. 4, multiple suspension platforms 402 may bepositioned under a payload platform 404 (e.g., a suspension platform 402located under each corner of payload platform 404). Each suspensionplatform 402 may include any number of suspension components (e.g., thesuspension components of FIG. 2) such that each suspension platform 402may independently absorb/dampen/control position variations of thepayload platform 404 and the payload (not shown) being supported by thepayload platform 404.

Accordingly, for example, the payload platform 404 and associatedpayload (not shown) may be subjected to control inputs provided by thesuspension platforms 402 such that longitudinal, lateral, and/orvertical forces that may be acting upon the payload platform 404 andassociated payload may be absorbed/damped. In so doing, the suspensionplatforms 402 may act independently to invoke roll, pitch, and yawcontrol inputs to the payload platform 404 that may be effective notonly to control a three-dimensional displacement of the payload platform404 and associated payload, but also to damp/absorb vibration and shockexcitation that may be imposed upon the payload along the longitudinal,lateral and/or vertical axes relative to the payload.

Referring to FIG. 5, in one embodiment of the suspension system, thepayload may include a passenger seat 502, as well as the passenger (notshown), such as within a vehicle or airborne transport mechanism. One ormore suspension platforms 520 (e.g., four suspension platforms 520) maybe combined with other support systems, such as a support structure 518,for added programmability of the seat 502 position. The suspensiondevices 504-510 may be installed vertically, or may be angled tofacilitate a given implementation. Furthermore, any placement of thesuspension devices 504-510 (e.g., device pairs 504/508 and 506/510placed in parallel with each other, respectively, or device pairs504/508 and 506/510 placed in series with each other, respectively)along the seat frame 522 and a platform 516 may be implemented asrequired to facilitate a given implementation.

The vertical position of the seat 502 may be adjusted through actuationof the coarse suspension devices 504 and/or 506. The coarse suspensiondevices 504, 506 may comprise, for example, coiled energy springs havingfixed or variable spring constants k. Alternatively, the coarsesuspension devices 504 and/or 506 may comprise pneumatic devices, suchas an air bladder, air piston, air spring, or pneumatically controlledlift. In other embodiments, the coarse suspension devices 504, 506 maycomprise a hydraulic device, magnetic device, actuator, rack and pinionsystem, cable and pulleys system, counter-weight system with progressiveweight adjustment, or any other suspension configured to provide weightbearing support.

The control blocks 512 and/or 514 may include compressors, positionsensors, and the like, such that the commanded position of the seat 502may be maintained through appropriate actuation of the coarse suspensiondevices 504 and/or 506 regardless of the weight of the passenger seat502 and passenger (not shown).

The commanded position of the passenger seat 502 may be substantiallyhorizontal to the platform 516 by maintaining the coarse suspensiondevices 504, 506 at substantially the same inflation level.Alternatively, a slightly reclined position may be maintained, withoutsacrifice to kinetic energy absorption capability, by inflating theforward coarse suspension device 506 to a slightly higher level ascompared to the rear coarse suspension device 504. It can be seen that amultitude of adjustment configurations (e.g., adjustment configurationsalong the longitudinal, vertical and lateral axes) may be enhanced usingmultiple suspension platforms 520 without suffering a loss of kineticenergy absorption capability.

In various embodiments, the pneumatically controlled devices 504 and/or506 may act in conjunction with the fine suspension devices 508 and/or510. In various embodiments, the fine suspension devices 508, 510 maycomprise a damper to provide shock and/or vibration absorption and/ordamping, such as an MR suspension device, a gas filled shock, an airpiston damper, a fluid filled damper, a hybrid gas and fluid filleddamper, an electromagnetic damper, a linear actuator, and the like.

Since the fine suspension devices 508 and/or 510 maintain mechanicalcoupling with passenger seat 502 throughout the entire adjustment rangeof passenger seat 502, the operation of the suspension devices 508and/or 510 are unaffected by the adjustment of the passenger seat 502.For example, the fine suspension devices 508 and/or 510 maysubstantially eliminate kinetic energy transfer to the passenger seat502 (and associated passenger), regardless of the configured position ofthe passenger seat 502.

In various embodiments, the control blocks 512 and/or 514 may comprisean accelerometer (e.g., the accelerometer 110 of FIG. 1), a processor(e.g., the processor/computer block 112 of FIG. 1), and fine suspensioncontrol (e.g., the fine suspension control 114 of FIG. 1) to dampenkinetic energy transfer to the passenger seat 502. The control blocks512 and/or 514 may be implemented to detect accelerations, andsubsequently provide an acceleration feedback control signal that isindicative of the time-varying attributes of acceleration excitationsbeing applied to the passenger seat 502.

The control 512 and/or 514 may continually analyze the accelerationfeedback control signal to determine the nature of the accelerationforces being applied. The control blocks 512 and/or 514 may then providean appropriate control signal to the coarse suspension devices 504and/or 506, respectively, in response to the analysis performed by thecontrol 512 and/or 514. The control blocks 512 and/or 514 may similarlyprovide an appropriate control signal to the fine suspension devices 508and/or 510, respectively, to maintain a nominal magnitude of finesuspension damper resistance that responds to the weight of thepassenger seat 502 (and associated passenger) as provided by weightinformation 552. Weight information 452 may be provided by a manuallyprogrammed rheostat, a weight sensing device, etc.

Turning to FIGS. 6, 7 and 8, an alternative embodiment, the suspensionsystems described above may be fitted to operate in conjunction with anexisting design of a passenger seat in a vehicle. For example,suspension platforms 606 may be fitted under an existing passenger seatof virtually any vehicle. The suspension system may, for example, be asingle suspension platform (e.g., single suspension platform 302 of FIG.3, or the suspension system of FIG. 12), or the suspension platform 606may be multiple suspension platforms (e.g., the four suspensionplatforms 402 of FIG. 4 mounted at each corner of seat base 604).

The suspension platform 606 may, for example, include a universalmounting configuration (e.g., the mounting configuration of FIG. 7),such that the universal mounting configuration may be compatible with afoundation 608 of virtually any vehicle. For example, the mountingconfiguration 702 of a first side of the suspension platform 606 may becompatible with the opposing mounting configuration arranged on thefoundation 608 of a first make of a vehicle, the mounting configuration704 of the first side of the suspension platform 606 may be compatiblewith the opposing mounting configuration arranged on the foundation 608of a second make of a vehicle, and so on.

Similarly, the suspension platform 606 may include a universal mountingconfiguration (e.g., the mounting configuration of FIG. 8), such thatthe universal mounting configuration may be compatible with a seat base604 of virtually any vehicle seat. For example, the mountingconfiguration 802 of a second side of the suspension platform 606 may becompatible with the opposing mounting configuration arranged on the seatbase 604 of a first make of a vehicle seat, the mounting configuration804 of the second side of the suspension platform 606 may be compatiblewith the opposing mounting configuration arranged on the seat base 604of a second make of a vehicle seat, and so on.

Referring to FIG. 9, an alternative embodiment of the suspension systemmay comprise one or more suspension platforms 904 fitted within theinterior of an existing passenger seat design of virtually any vehicle.Suspension platform 904 may, for example, be a single suspensionplatform (e.g., single suspension platform 302 of FIG. 3) or multiplesuspension platforms (e.g., four suspension platforms 402 of FIG. 4, forexample mounted at within each corner of seat 902).

Suspension platform 904 may be inserted substantially within an interiorprofile of seat 902, such that a distance (e.g., a vertical distance)between seat 902 and foundation 906 is minimized. Such an embodiment maybe beneficial, for example, for those vehicle applications where spaceunder seat 902 may be limited (e.g., under the seat of a Porsche 911).

Referring to FIG. 10, in an alternative embodiment, the suspensionsystems of a tractor trailer and the like, may be fitted to operate as aspace-saving suspension system. For example, the space-saving suspensionsystem and/or suspension platforms 1002 may be placed between a mountingframe 1006 and a trailer 1008 to provide shock/vibration protection forcargo (not shown) within the trailer 1008. The suspension system and/orsuspension platforms 1002 may, for example, include multiplespace-saving suspension systems and/or suspension platforms (e.g., foursuspension platforms 402 of FIG. 4 mounted at each corner between themounting frame 1006 and the trailer 1008 and a fifth suspension platform402 of FIG. 4 mounted at a midpoint between the mounting frame 1006 andthe trailer 1008). The suspension system may operate in conjunction withpneumatic controls that may otherwise be associated with the suspensionsystems and/or suspension platforms 1002 (e.g., air compressors), and/orin conjunction with a source of compressed air that may already beavailable within the pneumatic systems of a tractor 1004.

In addition to providing shock/vibration protection, suspensionplatforms 1002 may combine to provide a stability control mechanism. Forexample, the suspension systems and/or suspension platforms 1002 mayoperate to counteract dynamic forces that may cause the trailer 1008 tobecome unstable (e.g., tip over due to a shifting weight of cargocontained within the trailer 1008). For example, should a downward forcebe applied to one side of the trailer 1008 (e.g., from a shifting cargoweight on that side of the trailer 1008 caused by a tight turn), theadaptive pneumatic control associated with one or more of the suspensionplatforms 1002 on that side of the trailer 1008 may first detect theincreased weight and/or detect a downward shift in the displacement onthat side of the trailer 1008 and may operate to increase a ride heightassociated with that side of the trailer 1008 to compensate for thedownward shift. In addition, the pneumatic control associated with oneor more of the suspension platforms 1002 on the opposite side of thetrailer 1008 may also detect a decreased weight and/or detect an upwardshift in the displacement of the opposite side of the trailer 1008 andmay cause the ride height of the opposite side of the trailer 1008 todecrease in order to compensate for the upward shift. As a result, thesuspension system and/or suspension platforms 1002 may interoperate tocause the trailer 1008 to “push back” against, or oppose, the force thatmay otherwise cause the trailer 1008 to become unstable (e.g., cause thetrailer 1008 to jackknife and/or tip over).

One or more suspension systems and/or suspension platforms 1014 may, forexample, be placed between a mounting frame 1010 and a cab 1012 of thetractor 1004. The suspension systems and/or suspension platforms 1014may, for example, comprise multiple space-saving suspension systemsand/or platforms (e.g., one or more suspension platforms 402 of FIG. 4mounted between the mounting frame 1010 and a cab 1012 of the tractor1004). The suspension systems may operate in conjunction with pneumaticcontrols associated with the suspension system and/or suspensionplatforms 1014 (e.g., air compressors), and/or a source of compressedair that may already be available within the pneumatic systems of thetractor 1004. Accordingly, shock/vibration that may otherwise betransferred from the mounting frame 1010 to the cab 1012 may instead besubstantially absorbed/damped by the one or more suspension systemsand/or suspension platforms 1014.

In addition, the adaptive pneumatic controls associated with thesuspension systems and/or the suspension platforms 1014 may provideadditional stability for the cab 1012. Longitudinal stability (e.g.,roll stability) may, for example, be provided under conditions (e.g.,road conditions) that may cause the right or left portions of themounting frame 1010 to raise or lower, which may be detected by theadaptive pneumatic control of the suspension systems and/or thesuspension platforms 1014 to compensate by lowering or raising the rightor left portions, respectively, of the cab 1012. As a result, a tendencyof the mounting frame 1010 to roll from side to side may be offset byestablishing a counteracting roll of the cab 1012 by the suspensionsystems and/or suspension platforms 1014 to maintain the cab 1012substantially level along the longitudinal axis.

Similarly, lateral stability (e.g., pitch stability) may, for example,be provided under conditions (e.g., road conditions) that may cause thefront or back portions of the mounting frame 1010 to raise or lower,which may be detected by the adaptive pneumatic control of thesuspension systems and/or the suspension platforms 1014 to compensate bylowering or raising the front or back portions, respectively, of the cab1012. As a result, a tendency of the mounting frame 1010 to pitch foreor aft may be offset by establishing a counteracting pitch of the cab1012 by the suspension systems and/or the suspension platforms 1014 tomaintain the cab 1012 substantially level along the lateral axis. Thesuspension systems and/or the suspension platforms 1014 and associatedfunctionality may be placed between the mounting frame and passengercompartment of virtually any vehicle, such as a recreational vehicle,car, bus, boat, airplane, and the like.

In an alternative embodiment, the suspension system and/or thesuspension platform may, for example, include a single space-savingsuspension system and/or suspension platform (e.g., suspension platform302 of FIG. 3 operable to support the full weight of the trailer 1008 onthe payload platform 308). For example, the trailer 1008 may rest upon apayload platform (e.g., payload platform 308) and may be supported by asuspension platform (e.g., suspension platform 302), while the trailer1008 may be allowed to “float” above the frame 1006 via the movablecouplings (e.g., the movable couplings 306) and the associated linearbearings not shown) of the movable couplings. Substantially all of theshock/vibration that may otherwise be transferred from the mountingframe 1006 to the trailer 1008 may instead be absorbed/damped by thesuspension platform (e.g., suspension platform 302) while the trailer1008 may be allowed to gently move in a substantially vertical direction(e.g., along the directional vector 310). Alternatively, the suspensionsystem of FIG. 12 may operate to support the trailer 1008 (i.e., thepayload 216) on the support mount 120.

Referring to FIG. 11, an alternative embodiment a the suspension systemmay comprise one or more space-saving suspension systems and/orsuspension platforms 1102 placed between a shock/generating device(e.g., a machine gun 1104) and a mount (not shown). The suspensionsystem may, for example, comprise multiple space-saving suspensionplatforms (e.g., the suspension platform 402 of FIG. 4 mounted undereach leg of a tripod 1110) or a single suspension platform (e.g., thesuspension platform 302 where each leg of the tripod 1110 is mounted tothe payload platform 308). Alternatively, the suspension system may, forexample, comprise the space-saving suspension system of FIGS. 2-15configured as a multiple suspension system or a single suspensionsystem.

The suspension platform(s) 1102 may, for example, substantially isolatethe mounting platform (e.g., a machine gun bay of a military helicopter)from the shock and vibration generated by the machine gun 1104 as it isbeing fired, such as from an aerial position afforded by a helicopter orother vehicle. Accordingly, any recoil forces that may otherwise betransferred to the vehicle by the machine gun 1104 may instead besubstantially absorbed/damped by the suspension system and/or suspensionplatform 1102. As a result, greater stability may be afforded to thevehicle while the machine gun 1104 is being fired, since a substantialportion of the recoil forces may be absorbed/damped by the suspensionsystem and/or suspension platform 1102 rather than being transferred tothe vehicle (e.g., displace the helicopter from its flight path due tothe recoil forces generated by the machine gun 1104).

Additional shock/vibration isolation may be generated by a firstcomponent 1106 (e.g., a pneumatic device) and/or a second component 1108(e.g., an MR device) along with the associated control components (notshown). In particular, any recoil forces generated by the machine gun1104 that may otherwise be transferred to the operator (not shown) ofthe machine gun 1104 via a handle 1112 may instead be absorbed/damped bythe first and second components 1106, 1108. As a result, greateraccuracy of fire may be afforded due to a substantial portion of therecoil forces being absorbed/damped before they are allowed to affectaiming stability as facilitated by the handle 1112.

In the foregoing description, the technology has been described withreference to specific exemplary embodiments. The particularimplementations shown and described are illustrative of the technologyand its best mode and are not intended to otherwise limit the scope ofthe present technology in any way. Indeed, for the sake of brevity,conventional manufacturing, connection, preparation, and otherfunctional aspects of the method and system may not be described indetail. Furthermore, the connecting lines shown in the various figuresare intended to represent exemplary functional relationships and/orsteps between the various elements. Many alternative or additionalfunctional relationships or physical connections may be present in apractical system.

The technology has been described with reference to specific exemplaryembodiments. Various modifications and changes, however, may be madewithout departing from the scope of the present technology. Thedescription and figures are to be regarded in an illustrative manner,rather than a restrictive one and all such modifications are intended tobe included within the scope of the present technology. Accordingly, thescope of the technology should be determined by the generic embodimentsdescribed and their legal equivalents rather than by merely the specificexamples described above. For example, the steps recited in any methodor process embodiment may be executed in any order, unless otherwiseexpressly specified, and are not limited to the explicit order presentedin the specific examples. Additionally, the components and/or elementsrecited in any apparatus embodiment may be assembled or otherwiseoperationally configured in a variety of permutations to producesubstantially the same result as the present technology and areaccordingly not limited to the specific configuration recited in thespecific examples.

Benefits, other advantages and solutions to problems have been describedabove with regard to particular embodiments. Any benefit, advantage,solution to problems or any element that may cause any particularbenefit, advantage or solution to occur or to become more pronounced,however, is not to be construed as a critical, required or essentialfeature or component.

The terms “comprises”, “comprising”, or any variation thereof, areintended to reference a non-exclusive inclusion, such that a process,method, article, composition or apparatus that comprises a list ofelements does not include only those elements recited, but may alsoinclude other elements not expressly listed or inherent to such process,method, article, composition or apparatus. Other combinations and/ormodifications of the above-described structures, arrangements,applications, proportions, elements, materials or components used in thepractice of the present technology, in addition to those notspecifically recited, may be varied or otherwise particularly adapted tospecific environments, manufacturing specifications, design parametersor other operating requirements without departing from the generalprinciples of the same.

The present technology has been described above with reference to anexemplary embodiment. However, changes and modifications may be made tothe exemplary embodiment without departing from the scope of the presenttechnology. These and other changes or modifications are intended to beincluded within the scope of the present technology, as expressed in thefollowing claims.

The invention claimed is:
 1. A suspension apparatus for use with a firstelement and a second element traveling along a first axis, comprising: afine suspension device rotatably coupled to at least one of the firstelement and the second element, wherein the fine suspension deviceoperates on a fine suspension travel axis, and wherein the first axis isnot parallel to the fine suspension travel axis; a mechanical assemblycoupled to the fine suspension device and to the first element and thesecond element, the mechanical assembly comprising: a bearing systemdirectly coupled to the first element; and a lever arm rotatably coupledto the bearing system and coupled to the second element wherein themechanical assembly transfers movement of the first element relative tothe second element to the fine suspension device.
 2. The suspensionapparatus of claim 1, wherein the lever arm comprises a upper segmentrotatably coupled to a lower segment.
 3. The suspension apparatus ofclaim 1, wherein the fine suspension device comprises at least one of agas shock, a liquid-filled damper, and a gas and liquid-filled damper.4. The suspension apparatus of claim 1, further comprising a coarsesuspension device coupled between the first element and the secondelement.
 5. The suspension apparatus of claim 4, further comprising anair reservoir coupled to the coarse suspension device.
 6. The suspensionapparatus of claim 4, wherein the first element comprises a weight andwherein the coarse suspension device is configured to adapt to theweight of the first element to maintain the position of the firstelement relative to the second element within an established coarseposition range.
 7. The suspension apparatus of claim 1, wherein thebearing system comprises: a bearing housing comprising a bearing; and arotatable shaft, wherein the shaft is rotatable upon the bearing.
 8. Thesuspension apparatus of claim 7, wherein the lever arm is affixed to theshaft.
 9. The suspension apparatus of claim 1, further comprising alever coupling the bearing system to the fine suspension device.
 10. Thesuspension apparatus of claim 1, further comprising a scissor linkagecoupled between the first element and the second element.
 11. Asuspension apparatus adapted to be coupled to a support mount, and to apayload movable along a first axis, comprising: a fine suspension devicecomprising a first and second end, wherein: the first end is pivotablycoupled to the support mount; the fine suspension device has an angle ofrotation on its pivot axis greater than zero degrees; the finesuspension device operates on a fine suspension travel axis; and thefirst axis is not parallel to the fine suspension travel axis; amechanical assembly coupled to the second end of the fine suspensiondevice, the mechanical assembly comprising a bearing system that isfurther directly coupled to the support mount, and wherein themechanical devise assembly transfers an applied force from at least oneof the payload and the support mount to the fine suspension device; anda coarse suspension device comprising a first and second end, whereinthe first end is coupled to the support mount and the second end iscoupled to the payload.
 12. The suspension apparatus of claim 11,wherein the mechanical assembly comprises a rotatable shaft coupled to abearing system comprising a bearing attached to a bearing housing. 13.The suspension apparatus of claim 12, wherein the mechanical assembly iscoupled to the support mount via a bearing housing.
 14. The suspensionapparatus of claim 13, wherein the mechanical assembly further comprisesa lever arm, the lever arm comprising an upper segment and a lowersegment, wherein the lower segment is coupled to the shaft to effect atorque and the upper segment is coupled to the payload.
 15. Thesuspension apparatus of claim 14, wherein the mechanical assemblyfurther comprises a lever coupling the shaft to the fine suspensiondevice.
 16. The suspension apparatus of claim 11, wherein the finesuspension device comprises at least one of: a gas shock, aliquid-filled damper, and a gas and liquid-filled damper.
 17. Thesuspension apparatus of claim 11, wherein the fine suspension devicecomprises a piston.
 18. The suspension apparatus of claim 11, whereinthe fine suspension device comprises a magnetorheological damper. 19.The suspension apparatus of claim 11, wherein the coarse suspensiondevice comprises a pneumatic spring.
 20. The suspension apparatus ofclaim 19, wherein the coarse suspension device further comprises an airreservoir coupled to the pneumatic spring.
 21. The suspension apparatusof claim 11, wherein the support mount comprises a non-horizontalorientation.
 22. A method for reducing vibration transferred from asupport mount to a payload, comprising: absorbing energy transferredalong a first axis between the payload and the support mount with acoarse suspension device; absorbing energy transferred between thesupport mount and the payload along a second axis at a non-zero angle tothe first axis utilizing a fine suspension device and a mechanicalassembly; wherein the mechanical assembly comprises a bearing systemdirectly coupled to the support mount and is configured to changeposition according to the amount of energy transferred between thepayload and the support mount; and wherein the fine suspension deviceresists compression according to the change in position of themechanical assembly.
 23. The suspension apparatus of claim 22, whereinthe support mount comprises a non-horizontal orientation.